brock



(No Model.) 2 Sheets-Sheet 1.

F. B. BROOK. v AUTOMATIC TRAIN BRAKE.

No. 513,872. Patented Jan. 30, 1894.

I mvewboz {No.Model.) g, sheethsheet, 2. B. B. BROOK.

AUTQMATIG TRAIN BRAKE.

0. 513,872. Patented Jan. 30,1894.

With/wow a'vwe'wtoi wiwfim I W UNITED v STATES PATENT OFFICE.

AUTOMATIC TRAIN-BRAKE.

SPECIFICATION forming part of Letters Patent No. 513,872, dated January 30, 1894.

Application filed April 1, 1893. Serial No. 468,646. (No model.)

To all whom it may concern.-

. Be it known that I, FENELON B. BROOK, a citizen of the United States, residing at Washington, in the District of Columbia, have invented certain new and useful Improvements in Automatic Train-Brakes; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the letters of reference marked on the accompanying drawings, which form a part of this specification.

My invention relates to automatic apparatus for the stoppage of trains in case where the engineer fails for any reason to heed the signals set for his guidance.

For such purposes my invention consists in the following construction and combination of the parts, which will first be set forth and described in detail, and the-features ofnovelty then pointed out and claimed.

Figure l represents a rear view of a locomotive showing the air-brake pipe and my invention applied thereto. Fig. 2 is a sectional view hereinafter referred to. Fig. 3 is a plan view of the swing joint and cut-out. Fig. 4 is a section on line a: a: of Fig. 3. Fig. 5 is a section of the device shown in Fig. 2 at right angles thereto, 011 an enlarged scale. Fig. 6 is a diagrammatic view showing the track lever and its wire connection in elevation set to danger, and an end view of the cap G in operative relation thereto.

It should be understood in connection with my invention that it is applicable to all kinds of compressed air, steam, or other brake apparatus in which the brakes are kept oi the wheels by maintaining a pressure in the main train brake-pipe, and applied to set the brakes by reducing such pressure in said pipe. This method of operation is usually maintained by locating auxiliary reservoirs under each car of the train, into which, through the brakepipe, is pumped the air to the desired pressure, the maintenance of which acts to keep the brakes released. To apply the brakes the pressure in the main pipe is reduced by the engineer operating the three-way controlling valve on the engine so that said pipe is open to the outer air. In my invention I provide for the automatic opening of said pipe to reduce the pressure in every case where the engineer should fail to do his duty.

In the drawings-A represents the locomotive.

B is the three-way controlling brake-valve of the usual construction.

0 is the main train-pipe leading to the several cars of the train.

D is the pipe leading to the air pump on the locomotive, and E, the pipe communicating with the outer air.

F is a short transverse pipe communicating with the main pipe 0 and projecting out at one side of the track.

G is a closed glass cap terminating the pipe F with which it connects by any air tight connection. H is an air-tight swing joint, by means of which the glass cap and its pipe connection may, when desired, be swung up under the car out of the way. Instead of having asingle glass cap, the outer endof pipe F may carry a series of glass caps, each of which may be successively swung out into operative position.

Fig. 2 exemplifies the above construction. The end of pipe F is provided with a tube I having a port J in the side thereof. Surrounding this tube I is a casing K rotating thereon, having preferably three equidistant passages L, each terminating in glass caps G, open at the inner and closed at the outer end. The inner ends of these caps G have flanges M, provided with rubber packing P on each side of the flanges, forced in under pressure to make an airtight joint. The port J communicating with the main brake pipe 0, can communicate with only one passage L and cap G, as shown, at one time, but successively with each when the casing K is oscillated.

O is a pivoted arm located alongside the track so as to be swung up into the path of the glass cap G, or swung down out of contact therewith. This arm 0 may be connected to the usual wires connected with the usual signals, semaphores, employed at a block-signal station, grade-crossing, switch, drawbridge, or the like, and operate in unison therewith.

When a signal is set to danger through any instrumentality, the arm 0, being connected therewith, is thrown upwardly into the path of the cap G. Now if the engineer pay proper attention to the signal his engine will come to a stop at the proper place and no contact will take place; but should he not pay heed for any reason and attempt to run through the signal, the arm 0 will strike and break the glass cap and thus allow the air to rush out of the main pipe 0, and apply the brakes instantly throughout the train, thereby bringing the same to a stop. In such an event, to provide for only a momentary delay, I prefer to employ a series of caps, as shown in Fig. 2.

Only one of these caps ata time projects out so as to lie in the path of the arm 0, and only one connects with the port J. Should one become broken in applying the brakes, or accidentally, the casing is rotated so as to bring another cap opposite port J, and in the path of arm 0.

It is a great advantage to have the cap A near the surface of the ground instead of being high up out of reach, for the reason that access may be immediately had thereto to rebrake apparatus,abranch leading therefrom andarotatable casing mounted on the branch provided with a series of breakable caps.

4. The combination of a tube connected to the train pipe having a port therein, a casing surrounding the same having a series of passages terminating in breakable caps, each of which is adapted to successively register with the tube port.

5. The combination of a tube connected to the train pipe having a port, a casing rotatably mounted thereon, having radial passages, a series of glass caps having flanges located in said passages, and air-tight connections for the same.

In testimonywhereof I aflix my signature in the presence of two witnesses.

FENELON B. BROOK.

Witnesses:

G110. L. CLARK, EDW. S. DnvALL, J r. 

